Quote:
Originally Posted by Sellout
Also, the detonation isn't occurring under WOT 11:1 conditions. It's occurring when you step on the throttle following a shift, when the timing is advanced WAY too far and you're just starting to ask for fuel again. ie it's going to be a bit lean right at that instant.
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That's the working theory but I don't think things happen that fast, ECU's are slow (think of throttle by wire vs. cable.). I think the detonation causing this damage is
after the o-ring has melted over the long haul pulling vacuum directly into the chamber giving a nasty lean detonation as the o-ring lifts and drops.
The seal is degrading first then massive destructive detonation. I don't see how the chamber is leaning out as fast as Toyota's theory claims during shifting. In other words root cause is heat (>450F) melting the Teflon, this is a heat soak issue first. Not an instant death by fast throttle/shifting. Just makes more sense to me.
Its easy for an EE at Toyota to say he has a fix with the code and it may help, but I think best interest long term is to look at keeping the heads cool and a better o-ring for heavy high rpm driving.
Just look at the FI guys, their biggest limitation is temperature. Sure they can boost 10psi for short spurts but have you seen some of their reported oil temps on track testing? Avo reported high oil temps on the track even with no FI. That's the issue everyone has with these cars, the heads are just getting too hot under spirited driving and the Teflon isn't surviving long term.
Has anyone had a blown injector o-ring running an oil cooler?